WO2024056521A1 - Procédé de commande d'un véhicule, programme informatique et/ou support lisible par ordinateur, dispositif de commande et véhicule, en particulier véhicule utilitaire - Google Patents

Procédé de commande d'un véhicule, programme informatique et/ou support lisible par ordinateur, dispositif de commande et véhicule, en particulier véhicule utilitaire Download PDF

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Publication number
WO2024056521A1
WO2024056521A1 PCT/EP2023/074608 EP2023074608W WO2024056521A1 WO 2024056521 A1 WO2024056521 A1 WO 2024056521A1 EP 2023074608 W EP2023074608 W EP 2023074608W WO 2024056521 A1 WO2024056521 A1 WO 2024056521A1
Authority
WO
WIPO (PCT)
Prior art keywords
electric drive
braking
trigger threshold
vehicle
information
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Ceased
Application number
PCT/EP2023/074608
Other languages
German (de)
English (en)
Inventor
Thomas KATTENBERG
Johannes HESEDING
Andreas Marx
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
ZF CV Systems Global GmbH
Original Assignee
ZF CV Systems Global GmbH
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by ZF CV Systems Global GmbH filed Critical ZF CV Systems Global GmbH
Priority to EP23772111.3A priority Critical patent/EP4587304A1/fr
Priority to CN202380063812.8A priority patent/CN119768300A/zh
Publication of WO2024056521A1 publication Critical patent/WO2024056521A1/fr
Priority to US19/065,790 priority patent/US20250196659A1/en
Anticipated expiration legal-status Critical
Ceased legal-status Critical Current

Links

Classifications

    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W30/00—Purposes of road vehicle drive control systems not related to the control of a particular sub-unit, e.g. of systems using conjoint control of vehicle sub-units
    • B60W30/18—Propelling the vehicle
    • B60W30/18172—Preventing, or responsive to skidding of wheels
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L15/00—Methods, circuits, or devices for controlling the traction-motor speed of electrically-propelled vehicles
    • B60L15/20—Methods, circuits, or devices for controlling the traction-motor speed of electrically-propelled vehicles for control of the vehicle or its driving motor to achieve a desired performance, e.g. speed, torque, programmed variation of speed
    • B60L15/2009—Methods, circuits, or devices for controlling the traction-motor speed of electrically-propelled vehicles for control of the vehicle or its driving motor to achieve a desired performance, e.g. speed, torque, programmed variation of speed for braking
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L3/00—Electric devices on electrically-propelled vehicles for safety purposes; Monitoring operating variables, e.g. speed, deceleration or energy consumption
    • B60L3/10—Indicating wheel slip ; Correction of wheel slip
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60T—VEHICLE BRAKE CONTROL SYSTEMS OR PARTS THEREOF; BRAKE CONTROL SYSTEMS OR PARTS THEREOF, IN GENERAL; ARRANGEMENT OF BRAKING ELEMENTS ON VEHICLES IN GENERAL; PORTABLE DEVICES FOR PREVENTING UNWANTED MOVEMENT OF VEHICLES; VEHICLE MODIFICATIONS TO FACILITATE COOLING OF BRAKES
    • B60T1/00—Arrangements of braking elements, i.e. of those parts where braking effect occurs specially for vehicles
    • B60T1/02—Arrangements of braking elements, i.e. of those parts where braking effect occurs specially for vehicles acting by retarding wheels
    • B60T1/10—Arrangements of braking elements, i.e. of those parts where braking effect occurs specially for vehicles acting by retarding wheels by utilising wheel movement for accumulating energy, e.g. driving air compressors
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60T—VEHICLE BRAKE CONTROL SYSTEMS OR PARTS THEREOF; BRAKE CONTROL SYSTEMS OR PARTS THEREOF, IN GENERAL; ARRANGEMENT OF BRAKING ELEMENTS ON VEHICLES IN GENERAL; PORTABLE DEVICES FOR PREVENTING UNWANTED MOVEMENT OF VEHICLES; VEHICLE MODIFICATIONS TO FACILITATE COOLING OF BRAKES
    • B60T8/00—Arrangements for adjusting wheel-braking force to meet varying vehicular or ground-surface conditions, e.g. limiting or varying distribution of braking force
    • B60T8/17—Using electrical or electronic regulation means to control braking
    • B60T8/176—Brake regulation specially adapted to prevent excessive wheel slip during vehicle deceleration, e.g. ABS
    • B60T8/1761—Brake regulation specially adapted to prevent excessive wheel slip during vehicle deceleration, e.g. ABS responsive to wheel or brake dynamics, e.g. wheel slip, wheel acceleration or rate of change of brake fluid pressure
    • B60T8/17616—Microprocessor-based systems
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W10/00—Conjoint control of vehicle sub-units of different type or different function
    • B60W10/04—Conjoint control of vehicle sub-units of different type or different function including control of propulsion units
    • B60W10/08—Conjoint control of vehicle sub-units of different type or different function including control of propulsion units including control of electric propulsion units, e.g. motors or generators
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W10/00—Conjoint control of vehicle sub-units of different type or different function
    • B60W10/18—Conjoint control of vehicle sub-units of different type or different function including control of braking systems
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L2240/00—Control parameters of input or output; Target parameters
    • B60L2240/40—Drive Train control parameters
    • B60L2240/42—Drive Train control parameters related to electric machines
    • B60L2240/423—Torque
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60T—VEHICLE BRAKE CONTROL SYSTEMS OR PARTS THEREOF; BRAKE CONTROL SYSTEMS OR PARTS THEREOF, IN GENERAL; ARRANGEMENT OF BRAKING ELEMENTS ON VEHICLES IN GENERAL; PORTABLE DEVICES FOR PREVENTING UNWANTED MOVEMENT OF VEHICLES; VEHICLE MODIFICATIONS TO FACILITATE COOLING OF BRAKES
    • B60T2270/00—Further aspects of brake control systems not otherwise provided for
    • B60T2270/60—Regenerative braking
    • B60T2270/602—ABS features related thereto
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60T—VEHICLE BRAKE CONTROL SYSTEMS OR PARTS THEREOF; BRAKE CONTROL SYSTEMS OR PARTS THEREOF, IN GENERAL; ARRANGEMENT OF BRAKING ELEMENTS ON VEHICLES IN GENERAL; PORTABLE DEVICES FOR PREVENTING UNWANTED MOVEMENT OF VEHICLES; VEHICLE MODIFICATIONS TO FACILITATE COOLING OF BRAKES
    • B60T2270/00—Further aspects of brake control systems not otherwise provided for
    • B60T2270/60—Regenerative braking
    • B60T2270/604—Merging friction therewith; Adjusting their repartition

Definitions

  • the invention relates to a method for controlling a vehicle, in particular a commercial vehicle, with an electric drive set up for regenerative braking and a friction brake device.
  • the invention also relates to a computer program and/or computer-readable medium, a control device for a vehicle, in particular a commercial vehicle, and a vehicle, in particular a commercial vehicle.
  • the invention relates in particular to the field of vehicles, in particular commercial vehicles, including trailers, with an electronically controlled braking system (electronic brake system, EBS, or trailer electronic brake system, TEBS) and at least one powered by an electric drive (eDrive) via a central drive and/ or a wheel-specific drive that can be driven electrically, the electric drive being set up for regenerative braking.
  • EBS electronic brake system
  • TEBS trailer electronic brake system
  • eDrive electric drive
  • the electric drive can be operated as a wear-free continuous brake and enables braking energy to be recovered in the form of electrical energy (recuperation) during deceleration.
  • the electric drive for braking and the friction brake can each be operated separately or together during a braking or deceleration process. If a braking torque achieved in this way leads to excessive slip or a tendency for the wheel to lock, the total braking torque resulting from a friction braking torque and/or a regenerative braking torque must be reduced to ensure stability.
  • ABS anti-lock braking systems
  • ABS trigger thresholds are selected in such a way that the desired performance is achieved for the ABS control with a pneumatic braking system according to the state of the art.
  • various thresholds are used as part of ABS detection and control. These thresholds are hard-coded and are adapted to the driving situation during operation in combination with input data. For example, the thresholds are moved based on a detected coefficient of friction and/or curves are corrected based on wheel slip.
  • the threshold values include a maximum permissible wheel slip, a first threshold value for the wheel deceleration, when exceeded, a tendency for the wheel to lock is detected and the pressure is reduced, a second threshold value for the wheel deceleration, above which the pressure is maintained (the wheel deceleration is reduced again), and a third threshold value for the (positive) wheel acceleration close to zero, which indicates the approach to the reference speed and initiates the pressure build-up phase.
  • the trigger thresholds the dynamics of the pneumatic brake with regard to reaction times in pressure reduction and build-up are indirectly taken into account. As a rule, if a wheel locking tendency is detected, any existing and activated continuous brakes and/or regenerative brakes are simultaneously released or deactivated.
  • ABS control When ABS control is active, brake pressure is cyclically reduced, maintained and rebuilt so that the wheel deceleration or acceleration oscillates between the specified thresholds. At the same time, existing continuous brakes are deactivated, for example via TSC1 messages, so that ABS control takes place exclusively with the pneumatic brake system or the friction brake device.
  • an electric drive is treated in the same way as a conventional retarder and, according to the state of the art, is thrown off in an ABS control system.
  • the use of the permanently stored and conservatively selected ABS control thresholds results in the electric drive being dropped early. As a result, recuperation potential is wasted and the electric drive cannot be actively used to regulate the slip and/or for braking.
  • DE 10 2019 135 087 A1 discloses a method for slip control of a vehicle wheel driven via an electric drive, with at least the following steps: Controlling the electric drive of the vehicle wheel with an actual Drive torque in a torque control in a torque control step, determination of a wheel speed and a wheel slip of the vehicle wheel and evaluation of the wheel slip by an instability criterion, whether instability is present, if instability is detected, direct or indirect transition to a slip control of the wheel slip to a target Slip by controlling the electric drive, determining whether an end criterion for ending the slip control is met, if the end criterion is met, returning to the torque control in the torque control step.
  • DE 10 2012 217 679 A1 discloses a slip-controlled braking system for an electrically driven motor vehicle, which has friction brakes on the wheels of at least one axle, which are controlled by a friction brake control device, at least one electric machine which is connected to at least one wheel and is controlled by an electric drive control device , means for detecting a deceleration request, in particular a brake pedal with a pedal angle sensor, a wheel slip control device and a torque distribution device.
  • the means or means for detecting a deceleration request is connected to the wheel slip control device, which specifies target braking torques for each wheel in accordance with the deceleration request, the wheel slip control device being connected to a torque distribution device, which is connected to the friction brake control device and the electric drive control device and friction braking requirements in accordance with the target braking torques to the friction brake control device and generator braking requirements to the electric drive control device. Further information relating to driving dynamics is transmitted to the wheel slip control device by a condition observer.
  • the electric drive control device sends the currently applied generator braking torque(s) and/or the maximum generator braking torque(s) that can be generated to the torque distribution device and the division between friction braking requests and generator braking request(s) takes place taking into account the currently applied and/or maximum generator braking torque/s that can be generated. It is the object of the invention to enrich the prior art and to enable improved control for braking a vehicle. In one embodiment of the invention, the task can be that the electric drive can participate effectively in braking the vehicle and that opportunities for recuperation can be better exploited.
  • a method for controlling a vehicle in particular a commercial vehicle, is provided with an electric drive set up for regenerative braking and a friction brake device.
  • the method includes: acquiring selection information; Determining a trigger threshold set and a slip control method based on the selection information, the trigger threshold set comprising one or more threshold conditions defined for detecting a wheel locking tendency; Detecting the wheel locking tendency based on the one or more threshold conditions; and initiating control of the electric drive and/or the friction brake device based on the slip control method and the trigger threshold amount when the tendency for wheel locking is detected.
  • the vehicle in particular a commercial vehicle, is referred to below as a vehicle.
  • the vehicle includes wheels that can be braked by the electric drive using regenerative braking with a generator braking torque.
  • the wheels can alternatively or additionally be braked with a friction brake torque by the friction brake device.
  • a driver and/or an automated driving function can provide or trigger a braking request, which causes the electric drive and/or the friction brake device to brake the vehicle, an axle of the vehicle and/or one of the wheels with a target braking torque.
  • the generator braking torque, the friction braking torque or a total braking torque as the sum of the generator braking torque and the friction braking torque can be requested for braking.
  • the selection information is information that can be accessed and/or recorded on the vehicle side and is used to select the trigger threshold amount and the slip control method.
  • the selection information can also be determined using data that can be accessed and/or recorded on the vehicle.
  • the selection information relates, for example, to a state of the friction brake device, a state of the electric drive, a dynamic of one or more wheels, a dynamic of the vehicle, a vehicle state, a road property, the braking request and / or an actuation of the vehicle, i.e. requirements different from the braking request driving the vehicle, which have an influence on braking, for example setting a driving mode, executing driving assistance functions and/or steering requests.
  • the slip control algorithm is selected based on the selection information.
  • the selection information is therefore used to select whether braking is to be carried out with the friction brake device, the electric drive or a combination of the friction brake device and the electric drive.
  • the trigger threshold amount and the slip control method are determined or selected based on the selection information. This makes it possible to regulate the slip in a more varied manner than in the prior art. In particular, it is possible to include the electric drive in the control of the slip.
  • the trigger threshold set includes one or more threshold conditions.
  • the threshold conditions relate in particular to the dynamics of the wheels and/or the vehicle and can be used to detect the tendency of the wheel to lock and/or to regulate the slip.
  • the slip control method is a scheme for controlling slip. According to the slip control method, a braking torque is reduced, maintained and/or increased. Such regulation of the braking torque can be predetermined in time and/or dependent on the threshold value conditions.
  • this is done when a tendency for wheel locking is detected Causing the control of the electric drive and/or the friction brake device. It was recognized that the electric drive has much higher dynamics and control quality than the friction brake device and retarders. It is therefore proposed that when a wheel locking tendency is detected, the slip control method and the trigger threshold amount are used according to the selection information, which means that a slip control method involving the electric drive can be taken into account.
  • a slip control method can in particular cause braking via the friction brake device according to an ABS control, braking via the electric drive and/or a combination thereof.
  • Braking by a combination of a friction brake device and an electric drive is described in the patent applications DE 10 2022 123 477.0, DE 10 2022 123 478.9, DE 10 2022 123 479.7, which have not yet been published on the filing date of the present patent application.
  • the selection information includes activity information, wherein the activity information indicates whether the electric drive and/or the friction brake device set up for regenerative braking are being operated.
  • the activity information thus includes information about a particular current state of the electric drive and/or the friction brake device.
  • This allows the overall brake system to react appropriately to a trigger event, taking into account a currently active actuator or actuators.
  • this can Friction brake system is preferred for control if the friction brake system is already used for braking.
  • the electric drive can be preferred for regulating the slip if the electric drive is already used for braking. This means that a control approach that is suitable for a current driving situation can be selected and thus a suitable braking performance can be provided while maintaining stability, lateral control and/or steerability.
  • the trigger threshold amount corresponds to a trigger threshold amount that is different from an anti-lock braking system trigger threshold amount if the activity information indicates that the electric drive set up for regenerative braking is being operated. Otherwise, if the activity information indicates that the electric drive set up for regenerative braking is not being operated, the trigger threshold amount may correspond to the anti-lock braking system trigger threshold amount. If braking only occurs with the electric drive and the friction brake device is not active, appropriate control and trigger thresholds optimized for this case can be used. This ensures that the electric drive limits wheel slip and ensures driving stability and performance. In other words, exceeding the classic and/or in particular pneumatic ABS control thresholds has no effect when braking by the electric drive, because the ABS control does not need to intervene. The electric drive is not thrown off and remains active when braking according to a trigger threshold set for the electric drive.
  • the selection information includes availability information, wherein the availability information relates to availability and/or a braking torque of the electric drive set up for regenerative braking.
  • the availability information concerns the electric drive.
  • the availability information indicates whether and/or to what extent the electric drive is available for braking and/or for changing an already applied braking torque.
  • the availability information may include a binary value indicating whether the electric drive is available.
  • the availability information can include a numerical value, which, for example, indicates a control reserve, i.e. a braking torque that can potentially be applied by the electric drive.
  • the selection information can thus include exact information regarding the electric drive and thus lead to a suitable selection of the trigger threshold quantity and the slip control algorithm.
  • the trigger threshold amount corresponds to an anti-lock braking system trigger threshold amount if the availability information indicates that the electric drive set up for regenerative braking is not available. If the electric drive is currently not available for braking and cannot set a negative torque (braking torque), for example if a state of charge (SOC) of an energy storage device is above a defined threshold, a torque reduction through temperature derating is indicated and/ or there is a system error, the friction brake device is available and the ABS trigger and control thresholds are used.
  • SOC state of charge
  • An ABS control can be used for regulation.
  • the selection information preferably includes a braking torque of a braking request.
  • the selection information can therefore be dependent on a target braking torque that corresponds to the braking request.
  • the selection information includes interaction information that relates to the interaction of the electric drive set up for regenerative braking and the friction brake device. This includes the ability of the electric drive to regulate brake slip in interaction with the friction brake device.
  • the interaction information can include information about a degree of integration and/or networking of the electric drive and the friction brake device.
  • the interaction information can define a set of slip control algorithms from which further components of the selection information are selected.
  • the trigger threshold quantity is preferably determined taking into account a regenerative brake trigger threshold quantity and an anti-lock braking system trigger threshold quantity. This means that both for the regenerative brake and for the friction brake device incorporates a corresponding trigger threshold amount into determining the trigger threshold amount to be used.
  • the anti-lock braking system trigger threshold amount can be selected during braking by the friction brake device alone. Alternatively or additionally, the regenerative braking trigger threshold amount can be selected during braking by the electric drive alone.
  • the trigger threshold set comprises one or more average threshold conditions, wherein the one or more average threshold conditions are based on a weighted average of a regenerative brake threshold condition of the regenerative brake trigger threshold set and an anti-lock system threshold condition of the anti-lock system trigger threshold set.
  • the wheel slip can be limited and blocking prevented when the electric drive and the friction brake device are braked simultaneously and in parallel.
  • a further set of trigger thresholds or sword conditions can be determined. It is possible, based on the distribution of the braking forces on the drive axle between the electric drive and the friction brake device, to switch or fade according to the weighted average between the trigger threshold quantities for pure friction braking and for pure regenerative braking.
  • the average threshold condition is dynamically changing. This means that the threshold condition can be adjusted as a function of time and can therefore be adapted in accordance with a changing driving situation and/or braking requirement.
  • a computer program and/or computer-readable medium comprises instructions which, when the program or instructions are executed by a computer, cause the computer to carry out the method described here and/or the steps of the method described here.
  • the computer program and/or computer-readable medium may include instructions, in order to carry out steps of the method described as optional and/or advantageous in order to achieve a corresponding technical effect.
  • a control device for a vehicle in particular a commercial vehicle
  • the control unit is set up to carry out the procedure described here.
  • the control device can be set up to carry out steps of the method described as optional and/or advantageous in order to achieve a corresponding technical effect.
  • the control unit can be, for example, a control unit of the friction brake device.
  • Such a control device includes suitable interfaces in order to be able to receive and/or retrieve data relating to the selection information.
  • the control device can be a control device for the electric drive and/or a central control device.
  • a vehicle in particular a commercial vehicle, is provided.
  • the vehicle has the control unit described here.
  • the vehicle and/or the control unit can be set up to carry out steps of the method described as optional and/or advantageous in order to achieve a corresponding technical effect.
  • FIG. 1 shows a schematic representation of an overview of a vehicle, in particular a commercial vehicle, according to an embodiment of the invention
  • FIG. 2 shows a schematic representation of a flowchart of a method according to an embodiment of the invention.
  • Figure 1 shows a schematic representation of an overview of a vehicle 300a, in particular commercial vehicle 300b, according to an embodiment of the invention.
  • the vehicle 300a in particular commercial vehicle 300b, is referred to below as vehicle 300a, 300b.
  • vehicle 300a, 300b is a land vehicle and, for example, a truck, a bus, a trailer and/or a multi-unit vehicle.
  • the vehicle 300a, 300b is set up to carry out the method 100 described with reference to FIG.
  • the vehicle 300a, 300b in the embodiment shown in FIG. 1 has an electric drive 21, a control device 250, a friction brake device 19 and an energy storage device 260.
  • the electric drive 21 is set up for regenerative braking NB.
  • the electric drive 21 can generate a generator braking torque 25, which can lead to a deceleration of the vehicle 300a, 300b.
  • the electric drive 21 can change, in particular reduce and increase, the generator braking torque 25.
  • the friction brake device 19 is an electrical brake system 43 or an electronically controlled brake system and can apply a friction brake torque 41. In an embodiment not shown, the friction brake device 19 is a pneumatic and/or hydraulic brake system.
  • the electric drive 21 and the friction brake device 19 can be operated and controlled separately and/or together.
  • the electric drive 21 and the friction brake device 19 are thus characterized by an interaction 219 of the electric drive 21 and the friction brake device 19.
  • the interaction 219 is described by interaction information 218.
  • the interaction information 218 includes, for example, information as to whether and how the electric drive 21 and the friction brake device 19 can be controlled together.
  • the vehicle 300a, 300b according to FIG. 1 has several wheels 305.
  • the wheels 305 are arranged on a roadway 315.
  • the total braking torque 320 is the sum of generator braking torque 25 and Friction braking torque 41.
  • the roadway 315 may be subject to local changes in particular.
  • the roadway 315 can, for example, have different surfaces at different locations and thus lead to different coefficients of friction. Decelerating the wheel 305 based on the total braking torque 320 may cause the wheel 305 to tend to lock.
  • a wheel locking tendency 310 can thus be assigned to the wheel 305.
  • the wheel locking tendency 310 results, for example, from slipping and/or acceleration of the wheel 305.
  • the electric drive 21 can be set up as a so-called central drive to apply the generator braking torque 320 to several wheels 305 of an axle (not shown). In the embodiment shown in FIG. 1, the electric drive 21 is set up to apply the generator braking torque 320 individually to each wheel, with FIG. 1 only schematically illustrating the braking of a wheel 305.
  • the dynamics of each of the wheels 305 can be characterized by a measurable wheel acceleration or wheel deceleration and/or a change in the wheel acceleration over time.
  • the wheel deceleration and/or the temporal change in the wheel acceleration can be detected by measured values of a wheel speed sensor (not shown) and/or by control information 240 of the electric drive 21.
  • the effective total braking torque 320 causes slip between the wheel 305 and the road 315.
  • the slip can be determined, for example, by wheel speeds.
  • the electric drive 21 can be set up to carry out the method for estimating the coefficient of friction described in German patent application 10 2022 114 084.9 dated June 3, 2022, which has not yet been published at the time of registration.
  • the electric drive can be set up to apply a time-predetermined excitation torque to the wheel 305, the excitation torque being applied to the wheel 305 periodically at a frequency; and from this determining a change in slip depending on the excitation torque to be carried out, whereby the change in slip is determined taking the frequency into account.
  • the coefficient of friction is a road property.
  • the energy storage device 260 is set up to store and provide electrical energy 262. For this purpose, the energy storage device 260 is connected to the electric drive 21.
  • the energy storage device 260 includes a plurality of battery cells and a battery controller (not shown).
  • the energy storage device 260 has a charge state 261, which can be increased by regenerative braking NB and decreased by a drive.
  • the control unit 250 is set up to receive and evaluate a braking request 216 for braking the vehicle 300a, 300b with a braking torque 215.
  • the braking request 216 can include a signal triggered, for example, by a pedal actuation and/or an actuation of a retarder lever by a driver of the vehicle 300a, 300b and/or by an automated driving function, which is sent to the control unit 250, for example via a vehicle bus (not shown). is transmitted.
  • the control unit 250 is set up to receive the control information 240 from the friction brake device 19 and/or the electric drive 21.
  • the control information 210 can include information relating in particular to the dynamics of the vehicle 300a, 300b and/or a wheel 305 of the vehicle 300a, 300b.
  • the control unit 250 is connected to the electric drive 21 and the friction brake device 19 in order to exchange the control information 240 with the electric drive 21 and the friction brake device 19, in particular in order to receive measured values and send control signals.
  • the electric drive 21 and the friction brake device 19 send respective activity information 211 to the control unit 250, the activity information 211 indicating whether the electric drive 21 and/or the friction brake device 19 set up for regenerative braking NB are being operated.
  • the electric drive 21 sends availability information 212 to the control unit 250, the availability information 212 relating to an availability 213 and/or a braking torque 214 of the electric drive 21 set up for regenerative braking NB.
  • the control device 250 is set up to receive selection information 210 (see description of FIG. 2) and/or to determine the selection information 210 based on the received control information 240.
  • the control device 250 shown in FIG. 1 comprises a processor 251 and a memory 252 to process and store information.
  • the control device 250 is thus set up to carry out the steps of the method 100 described in Figures 2.
  • the memory 252 as illustrated schematically in FIG 229 saved.
  • the processor 251 is set up to use the data stored in the memory 252 and the selection information 210 for controlling 145 of the electric drive 21 and/or the friction brake device 19 to generate a trigger threshold quantity 220, a trigger threshold quantity 222 that is different from the anti-lock braking system trigger threshold quantity 221, to determine a threshold condition 225, a mean threshold condition 226 and/or a weighted average 227 and to select a slip control method 230 (see description of FIG. 2).
  • the control device 250 can transmit the selected slip control algorithm 230 and the associated trigger threshold quantity 220 concerning control information 240 for controlling 145 of the electric drive 21 and the friction brake device 19 to the electric drive 21 and the friction brake device 19.
  • the electric drive 19 and/or the friction brake device 19 can thus carry out braking of the vehicle 300a, 300b based on the control information 240.
  • the friction brake device 19 includes a friction brake control device and the electric drive 21 includes a drive control device (each not shown).
  • the control unit 250 is connected to the friction brake control unit and the drive control unit as described with reference to the friction brake device 19 and the electric drive 21.
  • the control device 250 is a separate control device 250 of the vehicle 300a, 300b from the friction brake device 19 and the electric drive 21.
  • a determination 120 of the trigger threshold quantity 220 and the slip control algorithm 230 is carried out by the friction brake control unit, since the friction brake control unit typically carries out functions relating to driving stability control.
  • FIG 2 shows a schematic representation of a flow chart of a method 100 according to an embodiment of the invention.
  • the method 100 is a method 100 for controlling 145 for a vehicle 300a, in particular commercial vehicle 300b, with an electric drive 21 set up for regenerative braking NB and a friction brake device 19.
  • a vehicle 300a, 300b is shown in Figure 1.
  • Figure 2 is described with reference to Figure 1.
  • the method 100 has a detection 110 of selection information 210.
  • the selection information 210 is determined by the control device 250 based on information received from the control device 250 and/or, in an embodiment not shown, is recorded directly as control information 240, for example by the electric drive 21 and/or the friction brake device 19.
  • the selection information 210 includes the activity information 211, the availability information 212, the braking torque 215 of the braking request 216 and the interaction information 218.
  • the trigger threshold quantity 220 and the slip control method 230 are determined 120 based on the selection information 210, the trigger threshold quantity 220 comprising one or more threshold value conditions 225 defined for detecting 130 the wheel locking tendency 310.
  • the selected trigger threshold quantity 220 is thus used to detect the wheel locking tendency 310.
  • the wheel locking tendency 310 is recognized 130 based on the one or more threshold value conditions 225.
  • control information 240 relating to the wheel 305 is evaluated.
  • the wheel locking tendency 310 can be recognized.
  • one of the threshold conditions 225 may relate to the slip and/or deceleration of the wheel 305. If the slip exceeds and/or the deceleration has a threshold value defined by the threshold value conditions 225, the wheel locking tendency 310 is recognized and regulation of the total braking torque 320 is indicated. Otherwise, if the threshold value is not reached, there is no wheel locking tendency 310 and the regulation 145 may not occur.
  • the trigger threshold set 220 includes further threshold conditions 226, which are used together with the selection of the slip control method 230 for regulating 145 the electric drive 21 and/or the friction brake device 19.
  • the trigger threshold quantity 220 corresponds to a trigger threshold quantity 222 that is different from an anti-lock braking system trigger threshold quantity 221 if the activity information 211 indicates that the electric drive 21 set up for regenerative braking NB is being operated.
  • a control 145 different from the classic ABS has to be carried out according to a slip control method 230 different from ABS in order to continue to enable the electric drive 21 to apply the generator braking torque 25.
  • Such a rule 145 is described, for example, in DE 10 2022 123 477.0, DE 10 2022 123 478.9, DE 10 2022 123 479.7.
  • the regulation 145 takes place according to a regenerative braking trigger threshold quantity 223.
  • the trigger threshold quantity 220 corresponds to an anti-lock braking system trigger threshold quantity 221 if the availability information 212 indicates that the electric drive 21 set up for regenerative braking NB is not available. In this case, only the friction brake device 19 is available. Therefore, the trigger threshold amount 220 is chosen according to the classic ABS. In this case, the regulation 145 takes place according to the anti-lock braking system trigger threshold amount 221.
  • the trigger threshold quantity 220 is determined taking into account a regenerative brake trigger threshold quantity 223 and an anti-locking system trigger threshold quantity 221. In doing so, they will individual threshold condition 226 of the trigger threshold set 220 is determined. For this purpose, a corresponding regenerative brake threshold condition 228 of the regenerative brake trigger threshold set 223 and an anti-lock braking system threshold condition 229 of the anti-lock braking system trigger threshold set 221 are used to determine the threshold value condition 226.
  • Each of the regenerative braking threshold condition 228 and the anti-lock brake system threshold condition 229 has a numerical value, for example a limit value for slip and/or acceleration of the wheel 305. The numerical values are used to determine an average threshold condition 226 according to one weighted average 227 of the regenerative braking threshold condition 228 and the anti-locking system threshold condition 229 of the anti-locking system
  • Trigger threshold quantity 221 to be calculated.
  • the regenerative braking threshold condition 228 and the anti-lock braking system threshold condition 229 optionally flow differently into the average threshold condition 226. This allows the threshold condition 226 to be continuously blended between the regenerative braking threshold condition 228 and the anti-lock braking system threshold condition 229.
  • Threshold condition 226 is dynamically changing, i.e. time-dependent, if the selection information 210 changes over time.
  • the electric drive 21 is not thrown off and the regenerative braking trigger threshold quantity 223 is used for pure braking by the electric drive 21.
  • a control 145 of the electric drive 21 and/or the friction brake device 19 is initiated 140 based on the slip control method 230 and the trigger threshold amount 220 when the wheel locking tendency 310 is detected.
  • the control device 250 can send corresponding control information 240 to the electrical Drive 21 and/or the friction brake device 19 output, whereby the control 145 or changing of the braking torque according to the control information 240 is carried out by the electric drive 21 and/or the friction brake device 19.
  • Control information 50 Control unit 51 Processor 52 Memory 60 Energy storage device 61 Charge status

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  • Engineering & Computer Science (AREA)
  • Transportation (AREA)
  • Mechanical Engineering (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Power Engineering (AREA)
  • Sustainable Development (AREA)
  • Sustainable Energy (AREA)
  • Life Sciences & Earth Sciences (AREA)
  • Microelectronics & Electronic Packaging (AREA)
  • Physics & Mathematics (AREA)
  • Fluid Mechanics (AREA)
  • Automation & Control Theory (AREA)
  • Regulating Braking Force (AREA)
  • Electric Propulsion And Braking For Vehicles (AREA)

Abstract

L'invention concerne un procédé (100) de commande (145) d'un véhicule (300a), en particulier d'un véhicule utilitaire (300b), comportant un entraînement électrique (21), qui est conçu pour un freinage d'urgence (NB), et un dispositif de frein à friction (19), le procédé (100) consistant : à acquérir (110) un élément d'informations de sélection (210) ; à déterminer (120) une quantité seuil de déclenchement (220) et un procédé anti-blocage (230) en fonction des informations de sélection (210), la quantité seuil de déclenchement (220) comprenant une ou plusieurs conditions de valeur seuil (225) définies pour identifier (130) la tendance de blocage de roues (310) ; à identifier (130) une tendance de blocage de roues (310) en fonction desdites conditions de valeur seuil (225) ; et à provoquer (140) une commande (145) de l'entraînement électrique (21) et/ou du dispositif de frein à friction (19) en fonction du procédé anti-blocage (230) et de la quantité seuil de déclenchement (220) si une tendance de blocage de roues (310) est identifiée.
PCT/EP2023/074608 2022-09-14 2023-09-07 Procédé de commande d'un véhicule, programme informatique et/ou support lisible par ordinateur, dispositif de commande et véhicule, en particulier véhicule utilitaire Ceased WO2024056521A1 (fr)

Priority Applications (3)

Application Number Priority Date Filing Date Title
EP23772111.3A EP4587304A1 (fr) 2022-09-14 2023-09-07 Procédé de commande d'un véhicule, programme informatique et/ou support lisible par ordinateur, dispositif de commande et véhicule, en particulier véhicule utilitaire
CN202380063812.8A CN119768300A (zh) 2022-09-14 2023-09-07 用于调节车辆的方法、计算机程序和/或计算机可读介质、控制器和车辆、尤其是商用车辆
US19/065,790 US20250196659A1 (en) 2022-09-14 2025-02-27 Method of control for a vehicle, computer program and/or computer-readable medium, controller, and vehicle, in particular commercial vehicle

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE102022123507.6 2022-09-14
DE102022123507.6A DE102022123507A1 (de) 2022-09-14 2022-09-14 Verfahren zum Regeln für ein Fahrzeug, Computerprogramm und/oder computerlesbares Medium, Steuergerät und Fahrzeug, insbesondere Nutzfahrzeug

Related Child Applications (1)

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US19/065,790 Continuation US20250196659A1 (en) 2022-09-14 2025-02-27 Method of control for a vehicle, computer program and/or computer-readable medium, controller, and vehicle, in particular commercial vehicle

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WO2024056521A1 true WO2024056521A1 (fr) 2024-03-21

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US (1) US20250196659A1 (fr)
EP (1) EP4587304A1 (fr)
CN (1) CN119768300A (fr)
DE (1) DE102022123507A1 (fr)
WO (1) WO2024056521A1 (fr)

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Publication number Priority date Publication date Assignee Title
DE102024207489A1 (de) * 2024-08-07 2026-02-12 Robert Bosch Gesellschaft mit beschränkter Haftung Verfahren zur Radschlupfregelung an einem Rad eines Fahrzeugs und Steuersystem für ein Reibbremssystem und einen in einem rekuperativen Modus betreibbaren Elektromotor eines Fahrzeugs

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DE4443814C1 (de) * 1994-12-09 1996-02-01 Daimler Benz Ag Verfahren zur Steuerung einer Dauerbremse eines Kraftfahrzeuges
US20070046099A1 (en) * 2005-08-29 2007-03-01 Masahiro Matsuura Vehicle brake system
DE102008017480A1 (de) * 2007-04-05 2008-10-09 Continental Teves Ag & Co. Ohg Verfahren zum Betrieb einer Fahrzeugbremsanlage sowie Fahrzeugbremsanlage
DE102012217679A1 (de) 2011-09-28 2013-04-11 Continental Teves Ag & Co. Ohg Schlupfgeregeltes Bremssystem für elektrisch angetriebene Kraftfahrzeuge
DE102013214806A1 (de) * 2013-03-19 2014-09-25 Continental Teves Ag & Co. Ohg Verfahren zum Betreiben eines Bremssystems
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DE102022123478A1 (de) 2022-09-14 2024-03-14 Zf Cv Systems Global Gmbh Verfahren zum Regeln eines Generatorbremsmoments eines elektrischen Antriebs für ein Fahrzeug, insbesondere Nutzfahrzeug, Computerprogramm und/oder computerlesbares Medium, Steuergerät, elektrischer Antrieb oder elektrisches Bremssystem und Fahrzeug, insbesondere Nutzfahrzeug

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DE102022123507A1 (de) 2024-03-14
EP4587304A1 (fr) 2025-07-23
US20250196659A1 (en) 2025-06-19

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